Wagon-dump.



B-SHBET 1.

Patented Nov. 18, 1913.

2 SHEET J. H. GILMAN.

v WAGON DUMP. APPLICATION FILED MAY 18, 1912. 1,078,672.

J. H; GILMAN.

WAGON DUMP.

APPLICATION FILED MAY 18,1912.

Patented Nov. 18, 1913.

2 ISHEETSSHEET 2.

Q Qw NN T states EPAEENT t niest J0HNH.oILMA1\T-,os-enraged; ItnIno'Is, Ass cnona onrne as fiatmxmeitdoittrnn'ir, on OTTAWA; ILLINOIS, A commence: on ILLINo'I'ls';

WAGON-DTTMPL intents.

Specification of Letters ratent.

Original application: filed Januar 25,1912, Serial no; (r/5,466. Divided and this application filed Maly is,

' 912; serial No. 698143.

To all whom it may concern Be it known that I, J omt'Ha GILMAN, a

citizen of the United Eitat-es; and a resident 5 of Chicago, the county of Cook and Stateof Illinois, have invented certain new and useful Improvements in Wagon-Dumps, of which the following isa full, clear,- and exact spec-i ficationa- 7 My invention isconcerned with wagon dumps or hoisting n'iech'a'nisin designed to slowly elevate the front end of a Wagonbody; thereby tilting it sothat its contents can flow through the opened end'gate.

wor-k and-theihoisting mechanism; Fig. 3 istop planrview of the same; Fig-1 he an end elevation with the gearing mostlyremoved';

Fig; 5- is aplanview in section on the line F1g.: 6 is adetail lirs'ection- A;A of Fig. 2'; onthe line B' -B of Fig; 2; Fig. 7 is'a view of the gearing; asseen f'romthe back of Fig; 1 and with a portion thereof in" section on the vertical piano of the drive shaft; and Fig. 8 isa detailin section on the line CO of'F1g.-7-.

In canrying' out myinvention; I may employ the preferrechforinof framework shown in Figs. to 6, where it will be seen that I employ twoend frai'nes'ma-de up of the horizontal bottom pieces 20" and 21 and t he converging side pieces 22, 23 2 k and 25, the converging side pieccs 22 and 24 being secunedat theirupper endstothe adjacent ends of the: cross-pieces 26* and 27', win-lame other ends of saidcrosspiece's are secured to the upper ends of the-sidespie ces-23' and25. Theflvarious members may bebol'ted and secured to et-her in any desired manual: to' form a rigid*- structure? TO" P vent the possible: spreading ohms-bases, I connect the bottom pieces 20 and 21- by the pair of tie rods-28 iand 29.

I Inthe right-hand end of the cross head jlformed by the cross pieces 26 and 27, I jour-. jIlELl' the nul'ley 30, and inthe left-hand end I Journal the pulleys-Stand 32, andover the lpulley-s 30' and 8t passes the chain 3-8; the

ilo-wer end at which is secured to one end of the Lifting-frame; while over the pulley passesthe chain 34;; the lower end of which @is secured to the other end ofthe lifting" frame 35,: theother endsoii the chains and 34 preferablybeiirgf secured in' the yoke 36- carriedby the upper end of the rod 37; The lifting. frame 35 consists of an open Irectangula-r frame adapted to receive the lfrontwheels of the wagon; so thatas' it is lifted the front end of the Wagon willbe raised thereby, and I preferably fornr the longitudinal members 38 of this lifting frame of a pair of channel bars openingdownward; and the transverse" or end mem hers/are formed by the angle irons 39 shown? The connections for the chains are formed by' the converging straps 40 secured at their lower ends to the outer ends of the angle bars 39, while their upper ends are connected- Patented Nov. 1's, 1913'.

to the eyes l1 which embrace the vertical guide bars 42-. Additionaleyes 43 e1nbrac'-' ing the guide bai s 4C2 are secured-on the 7 vertical flanges of the angle irons 39, and't'lie chains 3iand 341: areconnected tobolts'con nectingthe upper ends of the converging strapset). The guide bars 42 are preferably supported at their upper ends by the angu l'ai stra 35445 best shown in Fl -.5 the ends of which. arebolted to the side bars 22 and 24k, and prand 25,:while the central portions are bolted to the upper ends of the guidebars: The lower ends of the guidebars are likewise supported'by similar angular straps" 45, whichareboltedat their ends to'thc bottom pieces 20 and 21, and. at their central portionsto the lower ends of the-guide bars a l Withthe construction shown andde scribed, it will be apparent that I have produced a rigid metallic frame built up-- of ordinary structural sh-aps,- and which pro "vides a means for" lifting theh'aine 35 i by Dilllln'g"? downwardon" the rod 371 1 secure i the gearing; a referred form of;

Whichis shown in Fig. 1=,- at the' bottoni oi? the Tight-hand hamaby bolting thereto the power. My invention, however, is designed more especially for use in connection with gasolene engines as the motive power, and to this end I secure on the other end of the shaft 50 a spur gear wheel 53 which meshes with a spur :gear pinion 54 preferably formed integral with the driving pulley 55,

which together with the loose pulley 56, are mounted on some suitable adjustable hearing by which the relative sizes of the pinion 54 and the gear wheel 53 maybe regulated so that the apparatus canbe driven by gasolene engines having different normal speeds. In the preferred form, I employ the bearing rod or shaft 57, which rests in the bearing blocks 58 and 59, which are secured in any necessary position of adjustment on the brackets 48 and 49 by the clips 60. which are passed through the slots6l and 62 in the bracket castings 48 and 49 and have nuts screwed on the lower ends to bind the shaft 57 on the blocks 58 and 59, so that the driving pulley 55 and the loose pulley 56 are free to rotate on said shaft. For the gearing and reversing mechanism which must be employed in these devices, I preferably employ. the. followingf vSplined or otherwise secured to slide on but rotate with I the shaft 50 is the clutch sleeve 64, provided with the customary annular groove 65 and with the engaging lugs 66 at each end. At

one end of the clutch sleeve 64 is the worm 67 mounted to rotate loosely on the shaft 50 and having the engaging lugs 68 adjacent the clutch sleeve. This worm meshes with the worm wheel 69 secured on the shaft 70 journaled in suitable bearings in the framework 46, and having at its inner end the sprocket wheel 71 for a purpose to be described. Loosely journaled on the shaft 50 at the other end of the clutch sleeve is the pinion 72 provided with the clutch lugs 7 3 and meshing with an idle pinion 74 journaled on the stud 75 carried by the frame casting 46.. Thisidle pinion 74 meshes with a pinion 76 rigidly secured upon the shaft 77 journaled in suitable bearings carried by the frame casting 46. The other end of the shaft 77 has secured thereon the spur gear wheel 78, which meshes with the'spur gear pinion 79 formed integral with or rigidly secured to the worm 67. With the gearing thus far described, it will be apparent that if the shaft is driven constantly in one direction and the clutch sleeve 65 is shifted to the right in Fig. 1, the shaft 50 will drive the worm 67 through the train of gears 72,

74, 76, 78 and 79 ata certain rate of speed,

and it will rotate in the proper direction to now running idly. To control the position of this clutch sleeve 64, I provide the lever pivoted to the frame 46 at 80 and having the vertical arm 81 which may be connected to a horizontal bar or otherwise arranged to be manipulated by hand to throw the clutch sleeve from its neutral disengaged position into its engaged position; The horizontal arm 82 of this lever has the offset portion 83 pivotally connected at 84 to the lower end 7 of the vertical rod'85 which extends upward and preferably passes through a guiding aperture 85 formed in the cross piece 86 between the bars 22 and 24. This rod has adjustably secured thereon the stop lug 87 the position of which controls the extent to which the frame 35 may be lifted in the op.- eration of the device. 71 on the shaft 70 (the rotation of which is effected by the drive shaft and gearing in the manner before. described) cotiperates with the endless sprocket chain 88 which passes around the sprocket wheel 89 journaled in the yoke 90 whichdepends from the threaded rod 91, also extending through an aperture 92 in the cross piece 86. A. nut 93 on the rod serves to adjust the position of the sprocket wheel 89, and on the side of the chain 88 adjacent to the rod 85, I secure the eye 94 embracing said rod and adapted to contact with the stop 87 at the end of the upward'movement of the frame 35 to automatically disengage the clutch, while it engages the end 83 of the arm 82 of the lever to throw it in theother direction and disengage the clutch when the frame 35 reaches the ground. In the other side of the chain 88, I secure the hook 955, in which the lower end of the rod 37 terminates, so that the downward movement of that side of the chain pulls down the rod 37 (preferably guided by passing through an aperture 86 in the cross piece 86), thereby drawing the chains 33 and 34 over the sheaves and lifting the frame 35. 'VVhen the movement is reversed, the frame 35 will descend and the rod 37 rise. It will, of course, be understood that the arm 81'is provided with the projection 96 extending into the groove 65.

While I have herein shown and described a novel gearing, I do not herein claim the same, as it is claimed in my original appli- 95 The sprocket wheel cation No. 673,466, filed January 25, 1912, of which the present application is a division.

While I have shown and described my invention in the form which I at present consider best adapted to carry out its purposes, it will be understood that it is capable of modifications, and that I do not desire to be limited in the interpretation of the following claims except as may be necessitated by the state of the prior art.

What I claim as new, and desire to secure by Letters Patent of the United States, is:

1. In a wagon dump, the combination with a pair of inclined end frames, of cross pieces at the top, tie rods at the bottom, vertical guide bars within the end frames, rigid connections between the end frames and'the guide bars, a lifting frame, eyes secured to the lifting frame and embracing the guide bars, pulleys journaled above the guide bars, chains connected'tothe ends of the lifting frame and passing over the pulleys, one of said chains extending across the dump adj a.

cent the cross pieces, driving means associated with an end frame, gearing driven by said means, and connections between said chains and gearing, for the purpose described.

2. In a wagon dump, the combination with a pair of. inclined end frames, of cross pieces at the top, tie rods at the bottom, vertical guide bars within the end frames, rigid connections between the end frames and the guide bars, a lifting frame, eyes secured to the lifting frame and embracing the guide bars, pulleys journaled above the guide bars, chains connected to the ends of the lifting frame and passing over the pulleys, driving means associated with an end frame, gearing driven by said means, a yoke connected to the other ends of the chains, a rod connected to the yoke, a sprocket chain connected to the rod, and a sprocket wheel engaged by the sprocket chain and driven by the gearing.

3. In a wagon dump, the combination with the bottom bars 20 and 21, inclined bars 22 and 24, 23 and 25, cross pieces 26 and 27 connecting the top of the inclined bars, tie rods 28 and 29 connecting the bars 20 and 21, vertical guide bars 42 connected with the side frames by the angular pieces 44 and 45, a lifting frame 35 having downwardly extending channels 38 embracing the tie rods 28 and 29 when the frame'is down, eyes 41 and 43 secured to the lifting frame and embracing the guide bars 42, pulleys, 30, 31 and 32 journaled in the frame above the guide bars 42, chains 33 and 34 connected to the ends of the lifting frame and extending over the pulleys, driving means associated with an end frame, gearing driven by said means, and connections between the chains 33 and 34 and said gearing.

V 4. In a wagon dump, the combination with a framework, of hoisting mechanism associated therewith, driving means, gearing driven thereby, reversing mechanism in said gearing, a sprocket chain, sprocket wheels with which the ohaincooperates, one of said sprocket wheels being secured in the gearing, connections between one side of the chain and the hoisting mechanism, a tripping member carried by the other side of the chain, and connections between said tripping member and the reversing mechanism for automatically stopping the hoisting mechanism at the limit of its movement in either direct-ion. I

5. In a wagon dump, the combination with a framework having the cross piece 86 therein, of hoisting mechanism associated therewith, driving means, gearing driven thereby, reversing mechanism in said gearing, a sprocket wheel 71 in said gearing, a sprocket wheel 89 journaled in the yoke 90 carried by the threaded rod 91 passing through an aperture in the cross piece 86, a nut cooperating with the threaded rod to regulate the position of the sprocket wheel 89, the wheels 71 and 89, a rod 37 connected to one side of the sprocket chain 88 and to the hoisting mechanism and passing through an aperture in the cross piece 86, a tripping mechanism including a tripping rod extending through an aperture in the cross piece 86. a stop 87 secured on the rod'85, and an eye 94 carried by the other side of the chain 88 and embracing the rod 85, for the purpose described.

In witness whereof, I have hereunto set my sprocket chain 88 connecting the hand and aiiixed my. seal, this 28th day of A V 7 JOHN H. GILMAN. Witnesses:

C. FRED CLAUs,

'M. S. VATSON.

April,

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. C. 

